I was irked this morning by the way the BBC Radio 4 Today programme was reporting the changes in pesticide regulations. It was the way that the report was phrased that particularly annoyed me, it was as if only British farmers would be affected by these changes in regulations, rather than farmers across the whole EU. This struck me that this sort of biased reporting by the British media that is driving a lot of the narrow minded xenophobic attitudes which appear to be becoming more prevalent in this country.

Maybe I am being over pedantic, but had they reported this change in regulations as being something that will have an impact across the whole EU (which they will) and then go on to look at a local example of how it would affect a British farmer, it would have come across as a far less biased and anti European. It is also notable that there has been very little discussion or analysis of why the regulations are changing, it is merely reported as a random decision made by some distant “EU bureaucrats” with no input from people across Europe.

This is far from the truth, these changes in the regulations on pesticides have not been driven by some monolithic super state bureaucracy, but (rightly or wrongly) by a grass roots campaign across Europe, run largely by Greenpeace. Therefore, they are due to democratic pressure from across Europe, with the agreement of elected representatives from across Europe, and yes our Government did have a say in it. Whether there has truly been an open, honest and fully informed debate over the issue around the use of pesticide, is another matter (and one for another blog post).

The point is that words matter, and clear unbiased reporting matters in a democracy. Here in is the strength and the weakness of democracy, in order for democracy to work it is needs and informed and engaged citizens. For citizens to be well informed they need to be educated and have access to enough information to be able to have a have an informed debate on the issues before decisions are made.

In the EU in order to have a common market there is a need to have a uniform set of regulations across the whole market. Without a common set of regulations there can be no common market. There are those who will insist that there should be no regulation of markets, but the evidence shows that unregulated markets are less efficient and frequently crash, as fraud takes over.

Ultimately Britain has benefited from being a part of the EU and having access to the rest of Europe. However, if Britain is to remain a part of the EU, British citizens need to be better informed about what is happening in the rest of Europe, and what their Government is doing in their name. For this to happen we need clear unbiased reporting and sadly that is something which we getting less and less from the British media.

 

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Following on from my last post after five years the on street cycle storage has finally arrived and so have the first set of keys.

Cycle storage now in use

It was interesting standing in the street talking about the cycle storage with a council officer and seeing the number of people coming up and asking how they could get a key. Apparently there is already a waiting list of places, even though many of the people living in the street don’t even know what the cycle storage are as they have not seen them opened before. I get the distinct feeling there will soon be demand for more!

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Just over five years ago (in September 2009) I wrote a blog post “Cycle parking, please can we have more…” in which I talked about the problems with lack of secure bicycle parking in Edinburgh. I flagged up issues the particular problems for tenement dwellers in Edinburgh, where storage is often a very real problem (as it is across most Scottish cities), added to which people living in tenement areas are less likely to own a car.

Three years ago things were looking positive as there where the first glimmerings of hope that something might actually be happening. There had been an announcement that City of Edinburgh Council (CEC) has proposed a Pilot of on-street residential cycle parking. I was one of the first to put in an application and waited with bated breath, well almost. As the closing date for application was December 2011, it seemed reasonable to expect that here might be something on the ground by the summer of 2012. In early May a letter arrived inviting all those who had applied to be a part of the trial parking project to a site meeting to consult on how it might work in practice. So it was that my self and one of my neighbours met with a number of officials, including the CEC’s cycling officer (Chris Brace), a CEC Project Engineer (Scott Mannion), one of the environmental manager (David Doig) and LBP Crime Prevention Officer (Carol Menzies). We had a wide ranging discussion, as we stood in the spring sun shine, covering all aspects of how that cycle parking (and its location) could affect the street, from accessibility to security, from refuse collection to turning space, and more. The meeting ended with a general consensus that the best location for the cycle storage was at the southern end of the street on the west side, on an area of concrete pavement which is currently just dead ground. It felt like something was really about to happen after two years of campaigning and lobbying, finally we were getting what was needed.

For a couple of months nothing happened, no information, nothing. In late July 2012 a letter arrived saying that the council was going to hold a written consultation for all residents in the street. A number of my neighbours came to ask me about this as they wanted to know more about the proposal, everyone I knew who lived in the street was in favour of the idea of having a secure cycle parking facility (even those who owned cars and those who didn’t own a bicycle). The written consultation was than followed with a series door to door interviews, and it was beginning to feel like someone at the Council was doing all they could to find an objector, so that they could stop the scheme (maybe I am being too cynical here).

Following all this consultation things went quite again until late June 2013 when another written consultation arrived, this time with plans showing the proposed location of the cycle storage on the opposite side of the street from that which residents said they wanted in the earlier consultation. I am told that there eleven responses to this consultation, all in favour of having the cycle storage on street and three saying explicitly that it should be on the far side of the street (the other made no comment on the location). One wonders why it is felt necessary to have quite to much “consultation” when they don’t bother to take notice of what the people who are going to live with the infrastructure actually have to say. It strikes me that a large amount of public money is wasted in this way.

Move forward to June 2014 and the City Council break their radio silence again with a letter to say that three different types of secure on street cycle storage across five locations across the city. The three types of storage chosen were the Cyclehoop Fietshangar, Cycle-Works Velo-Box lockers and Cycle-Works Streetstores (the latter a somewhat experimental design to judge by their website where there are several different prototype designs shown). The letter went on to say that the installation would be completed by the end of July 2014.

By this time I was starting to feel I would only believe when I saw it, so you can imagine my surprise and delight when I was told of shiny new Cyclehoop Fietshangars had been sighted in the city!

On street cycle storage in Edinburgh ©EdinburghCycleChic

Then came the news that Cycle-Works Velo-Safe lockers had also been sighted.

On street cycle storage in Edinburgh ©EdinburghCycleChic

On street cycle storage in Edinburgh ©EdinburghCycleChic

This was real progress at last! But wait where were the Cycle-Works Streetstores? There was no sign of them anywhere and again silence from the City Council, after some prompting there was a few vague comments that they were coming soon. July turned to August, the Festival came and went, September, still nothing, then finally in October Streetstores were sighted for the first time!

On street cycle storage in Edinburgh ©EdinburghCycleChic

How does the scheme actually work? Now there’s a question I keep getting asked, well, places in the cycle storage is offered to first to residents living within 100m of the stores. Only two places per flat are allowed per flat (which is rather unfair on students living in Houses in Multiple Occupation or HMOs) and place are allocated on a first come first serve basis. Each person gets a gets an individual contract and must give the details of the bicycle they are intending to store. The contract also states that the storage can only be used to store “a security-tagged bicycle belonging to or in the care of the member”, later in the contract it talks of bicycles with a permit and displaying a permit sticker.

As to costs and pricing, the contract states that “during the period of the Scheme the Council will not make a charge for participation in the Scheme. The Council may bring the pilot Scheme to an end on giving 14 days’ notice to the Members, and thereafter charge the Member for continued participation in a new scheme and take a deposit for the access key”. Nowhere, in the contract does it give any indication of how long the pilot Scheme will run for, nor is there any mention of how much the charge might be in the future. Elsewhere, it has been stated that the “cycle parking would be … trialled for around 2 years“. Also “It is expected that there would be a charge of around £5 per month per user for the use of the covered storage options to help cover running costs”. This would mean that it would cost £60 a year to park a bicycle compared with £31.50 to park low emission car in the same permit zone. When you bear in mind that 10 bicycle can be accommodated in the space required for one car, this seems rather excessive, no doubt the Council will say that this reflects cost of maintaining the cycle storage, whilst Blythe ignoring the costs involved in controlling car parking in the city. If the council are to introduce such a high charge for cycle parking, then it would only be reasonable that all subsidies for car parking be dropped and that the cost of car parking be brought up to a matching level.

 

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Occasionally you come across a video which just makes you say “Wow”, Beautiful Scotland – Aerial / Drone Showreel by John Duncan is one such video. “Living in Edinburgh we’re fortunate to have some truly magnificent sights on our doorstep”, need I say more? Enjoy!

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I recently came across Dublin Cycling Stories, which is a series of short portraits of people who use bikes to get around Dublin. These films were made with support from the Dublin Cycling Campaign and Dublin City Council. The site is inspiring in many ways and there are lessons here for Edinburgh. After all, Dublin and Edinburgh are capital cities of a similar size, both are emerging cycling cities, although Dublin is way ahead of Edinburgh, as we shall see.

Where Dublin has got it right, and where other emerging cycling cities should take note, is that the influencers in the city have made it a priority to promote the Cycling Stories as a normal way of life for Dubliners, and not just a fringe lifestyle for the brave few. These short films were made to show the world how gloriously easy, fun and sexy a bike ride can be, what a great idea!

Let’s start with Lisa’s story, the young mum taking her child to nursery …

… this shows that cycling can be easy and fun, something that both mother and daughter enjoy.

Then there is Paul’s story, he uses a bicycle for work …

… as a photographer he has to carry equipment about with him, but he can easily do so by bike and it’s obvious that going by bike has many advantages over using a car.

For a bit of contrast we have Julie’s story…

… she’s a student and tells us about how cycling gives her freedom (and how hills aren’t really a problem).

Next, we have Georgia’s story, showing how easy and sociable cycling can be as a way of getting about the city …

… in Georgia’s story we see clearly how far ahead Dublin is of Edinburgh in terms of infrastructure.

The film shows Dublin as having a connected network of cycle paths, where space has been taken from motor vehicles. Edinburgh is only just beginning to timidly experiment with this on George Street …

George Street, Edinburgh

… although in true Edinburgh fashion, they have only gotten half way through doing it, then downed tools for the Festival. George Street looks great, but doesn’t actually connect with anything at either end and is not part of a direct route to go anywhere, showing a frustrating lack of thought about cycling as a means of transport by the planners (and they call themselves transport professionals?).

Another thing that is different in Dublin, compared with Edinburgh, is evident from the dublinbikes story …

… Dublin claims to have the most successful bike share scheme in Europe. Edinburgh has yet to dabble with a bike share scheme, although such schemes have been real game changers in other cities. Will Edinburgh ever get a bike share scheme?

Well let’s just say that Rob Grisdale, MD of nextbike UK was sighted in Edinburgh yesterday, and he wasn’t here to do the festival (although I am told, he did manage to take in a show or two). So will Edinburgh ever get a bike share scheme? Given the City of Edinburgh Council’s desire to remain stuck firmly in the 1980’s it would seem not, but as Stirling is showing, the council doesn’t have to be in the lead, it could be a forward-looking social enterprise that takes the lead. I am not going to say more here, but there are ideas forming.

Possibly the greatest lesson these films have for Edinburgh (or indeed other cities) is that by promoting positive images of average people using the humble bicycle as a means of transportation, cycling can be used to “humanize” the city. In the last century the coming of the car brutalised our cities, now in the 21st century, civic leaders are starting to recognize the importance of the bicycle to creating living cities of the new millennium – the ones which embrace multi-modal transportation.

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